I was there for the festivities with WOW last night. Just some random observations:

-Gate A11 was festooned with purple and white balloons, a mini-stage, a DJ, photo booth with printer, and a table laid out with CLE earbuds and sleep masks, along with a festive WOW-themed cake (plus two large white cakes). -There were a number of speeches, a cutting of a ribbon and some giveaways to passengers for answering trivia questions about WOW and Iceland.-Inbound WW114 touched down right at 11:00 p.m., 30 minutes early, but departed about 1:15, 45 min. late. Not sure why the delay.-The flight information displays were not working properly. WW113 was listed, but neither the origin nor baggage carousel, was listed. This caused a bit of confusion for arriving passengers who needed to claim bags (WW and FI will use carousel #3). Hope they fix this soon!-Inbound load was 80 passengers (40%-not bad for the 1st inbound flight), outbound was 196 (98%). First flight was on TF-MOM, an A321, delivered to WOW in 2015.-Incoming passengers were greeted outside of customs (after clearing customs and TSA re-screening) with a Cleveland goody bag.-The very attractive flight crews from both flights met on A and posed for pics. -As passengers exited the secure area, representatives from Destination Cleveland were at the bottom of the escalators in baggage claim cheering with welcome signs.

I have multiple pics, but have no idea if or how I can embed them here.

I was there for the festivities with WOW last night. Just some random observations:

-Gate A11 was festooned with purple and white balloons, a mini-stage, a DJ, photo booth with printer, and a table laid out with CLE earbuds and sleep masks, along with a festive WOW-themed cake (plus two large white cakes). -There were a number of speeches, a cutting of a ribbon and some giveaways to passengers for answering trivia questions about WOW and Iceland.-Inbound WW114 touched down right at 11:00 p.m., 30 minutes early, but departed about 1:15, 45 min. late. Not sure why the delay.-The flight information displays were not working properly. WW113 was listed, but neither the origin nor baggage carousel, was listed. This caused a bit of confusion for arriving passengers who needed to claim bags (WW and FI will use carousel #3). Hope they fix this soon!-Inbound load was 80 passengers (40%-not bad for the 1st inbound flight), outbound was 196 (98%). First flight was on TF-MOM, an A321, delivered to WOW in 2015.-Incoming passengers were greeted outside of customs (after clearing customs and TSA re-screening) with a Cleveland goody bag.-The very attractive flight crews from both flights met on A and posed for pics. -As passengers exited the secure area, representatives from Destination Cleveland were at the bottom of the escalators in baggage claim cheering with welcome signs.

I have multiple pics, but have no idea if or how I can embed them here.

Nice summary. I'm interested to see the differences later in the month for FI. Seems like they'd put on a bit more of a show.

Looks like there's some new artwork in the FIS. I know Paul Duda and like his photography. Wish they shared a picture of the new artworks. Is one allowed to take photographs in FIS? If so, I'll try to get a shot in June, when I arrive on FI.

One hopes that "his plan" is to reduce debt to a very acceptable level when the "strategic plan" is done so that a major project could be tackled. The last thing you'd want is a $3m "plan" and no $$ to do anything about it, like the last time CLE did the plan and were going to put in a hotel, parking deck, etc. all which never happened. A true leader would have CLE in a position to act on the plan. I wish him well and hope that's "his plan". "

Contrast CLE with ORD. ORD has about ten times the traffic and also about ten times the debt (almost $8 billion), which they are VERY slow to pay down. And yet recently, ORD has proposed a $7+ billion "terminal modernization" to give AA and UA more gates. Do you really want to double the debt for a potential 25% traffic increase? The ORD approach is, "dare little, accomplish nothing." CLE however can't afford that approach; a mistake could be disaster. Personally, I think CLE's plan is better. For all the gripes, CLE is no LGA; a mid-2020s project is a good one. If a sudden boom occurs in the meantime, Concourse D could be reactivated/improved to provide a quick dozen or so gates to allow for expansion.

One hopes that "his plan" is to reduce debt to a very acceptable level when the "strategic plan" is done so that a major project could be tackled. The last thing you'd want is a $3m "plan" and no $$ to do anything about it, like the last time CLE did the plan and were going to put in a hotel, parking deck, etc. all which never happened. A true leader would have CLE in a position to act on the plan. I wish him well and hope that's "his plan". "

Contrast CLE with ORD. ORD has about ten times the traffic and also about ten times the debt (almost $8 billion), which they are VERY slow to pay down. And yet recently, ORD has proposed a $7+ billion "terminal modernization" to give AA and UA more gates. Do you really want to double the debt for a potential 25% traffic increase? The ORD approach is, "dare little, accomplish nothing." CLE however can't afford that approach; a mistake could be disaster. Personally, I think CLE's plan is better. For all the gripes, CLE is no LGA; a mid-2020s project is a good one. If a sudden boom occurs in the meantime, Concourse D could be reactivated/improved to provide a quick dozen or so gates to allow for expansion.

Just came across this. Looks like Port Control is looking to float $35M in new debt for some minor work:

"Cleveland Hopkins Airport plans to issue about $35 million in airport revenue bonds later this year to finance short-term capital improvements. The airport’s high per-passenger rates – some of the highest in the U.S. – and high leverage are credit constraints it faces going forward, according to Moody’s Investors Service. The airport has $649 million in outstanding bonds with about 17% structured as variable-rate debt...."

One hopes that "his plan" is to reduce debt to a very acceptable level when the "strategic plan" is done so that a major project could be tackled. The last thing you'd want is a $3m "plan" and no $$ to do anything about it, like the last time CLE did the plan and were going to put in a hotel, parking deck, etc. all which never happened. A true leader would have CLE in a position to act on the plan. I wish him well and hope that's "his plan". "

Contrast CLE with ORD. ORD has about ten times the traffic and also about ten times the debt (almost $8 billion), which they are VERY slow to pay down. And yet recently, ORD has proposed a $7+ billion "terminal modernization" to give AA and UA more gates. Do you really want to double the debt for a potential 25% traffic increase? The ORD approach is, "dare little, accomplish nothing." CLE however can't afford that approach; a mistake could be disaster. Personally, I think CLE's plan is better. For all the gripes, CLE is no LGA; a mid-2020s project is a good one. If a sudden boom occurs in the meantime, Concourse D could be reactivated/improved to provide a quick dozen or so gates to allow for expansion.

Just came across this. Looks like Port Control is looking to float $35M in new debt for some minor work:

"Cleveland Hopkins Airport plans to issue about $35 million in airport revenue bonds later this year to finance short-term capital improvements. The airport’s high per-passenger rates – some of the highest in the U.S. – and high leverage are credit constraints it faces going forward, according to Moody’s Investors Service. The airport has $649 million in outstanding bonds with about 17% structured as variable-rate debt...."

Just came across this. Looks like Port Control is looking to float $35M in new debt for some minor work:

"Cleveland Hopkins Airport plans to issue about $35 million in airport revenue bonds later this year to finance short-term capital improvements. The airport’s high per-passenger rates – some of the highest in the U.S. – and high leverage are credit constraints it faces going forward, according to Moody’s Investors Service. The airport has $649 million in outstanding bonds with about 17% structured as variable-rate debt...."

The projects associated with the $35 million listed in a PD article (boiler, bag room, pickup/drop off points) didn't seem to add up to $35 million. So part of that could be a roll-over of existing debt, which they do every year in some amount. $649 million outstanding (as of Dec 31, 2017?) would represent a 10% reduction from $724 million at the end of 2016, down from about $860 million three years ago.

After listening to a bunch of earnings conference calls, the common thread seems to be dismay over oil prices heading north. What a time to bring back 50-seaters!!! (UA is putting 46 of them back into service in 2018.) While the airlines aren't talking about schedule reductions publicly, obviously it's on their minds. So F9's CLE reduction may just be a preview of what will happen elsewhere. The legacies can trim frequencies without too much pain; the ULCCs will probably have to trim destinations - very expensive to do..

DL offers a significant amount of capacity and flights on CLE>ATL with 8 n/s flights all on MD88's. It's clearly the dog a/c in their fleet and does not offer the CLE pax a true DL experience like you find on many of their other planes, most notably the IFE 739's. I steer clear of DL ATL connections for that reason. Does the MD88 on the route hamper DL on the route, especially with WN offering 737's? When do you forecast something other than a MD88/90/717 on the route?

DL offers a significant amount of capacity and flights on CLE>ATL with 8 n/s flights all on MD88's. It's clearly the dog a/c in their fleet and does not offer the CLE pax a true DL experience like you find on many of their other planes, most notably the IFE 739's. I steer clear of DL ATL connections for that reason. Does the MD88 on the route hamper DL on the route, especially with WN offering 737's? When do you forecast something other than a MD88/90/717 on the route?

It's nice to see the 319 on the SLC route.

How is it a dog? It offers the same amenities as all short-haul domestic 738’s and A319/320’s, and I find it to be more comfortable than WN’s 737’s, significantly so when it’s a new interior with those hard seats. I’m also not sure why you’d insist on IFE on an hour and 17 minute flight.

In a few years, when all the 88’s are gone, it will go to MD90’s/717’s, and quite possibly the C-Series.

DL offers a significant amount of capacity and flights on CLE>ATL with 8 n/s flights all on MD88's. It's clearly the dog a/c in their fleet and does not offer the CLE pax a true DL experience like you find on many of their other planes, most notably the IFE 739's. I steer clear of DL ATL connections for that reason. Does the MD88 on the route hamper DL on the route, especially with WN offering 737's? When do you forecast something other than a MD88/90/717 on the route?

It's nice to see the 319 on the SLC route.

How is it a dog? It offers the same amenities as all short-haul domestic 738’s and A319/320’s, and I find it to be more comfortable than WN’s 737’s, significantly so when it’s a new interior with those hard seats. I’m also not sure why you’d insist on IFE on an hour and 17 minute flight.

In a few years, when all the 88’s are gone, it will go to MD90’s/717’s, and quite possibly the C-Series.

When I am connecting to ATL I try to get another a/c other than the MD88, so I understand you on this oneDL has recently been adding the A321/B757/B739/B738 to its IND-ATL flights, so I could see CLE getting those a/c as well. MD88s will be phased out by 2020, and will be flying from ATL starting this summer.

CLE-SLC is quite the hike for a RJ, so it makes sense they are using the A319.

The MD88s do not offer the same amenities of the 738/A319, the MD88 has wifi and the legroom is decent but that's about it (not to mention it is a really loud a/c). Either the 738s and A319s have these features, which the MD88s don't have1. Seat-back screens2. Satellite TV3. USB ports4. AC port

DL offers a significant amount of capacity and flights on CLE>ATL with 8 n/s flights all on MD88's. It's clearly the dog a/c in their fleet and does not offer the CLE pax a true DL experience like you find on many of their other planes, most notably the IFE 739's. I steer clear of DL ATL connections for that reason. Does the MD88 on the route hamper DL on the route, especially with WN offering 737's? When do you forecast something other than a MD88/90/717 on the route?

It's nice to see the 319 on the SLC route.

How is it a dog? It offers the same amenities as all short-haul domestic 738’s and A319/320’s, and I find it to be more comfortable than WN’s 737’s, significantly so when it’s a new interior with those hard seats. I’m also not sure why you’d insist on IFE on an hour and 17 minute flight.

In a few years, when all the 88’s are gone, it will go to MD90’s/717’s, and quite possibly the C-Series.

When I am connecting to ATL I try to get another a/c other than the MD88, so I understand you on this oneDL has recently been adding the A321/B757/B739/B738 to its IND-ATL flights, so I could see CLE getting those a/c as well. MD88s will be phased out by 2020, and will be flying from ATL starting this summer.

CLE-SLC is quite the hike for a RJ, so it makes sense they are using the A319.

The MD88s do not offer the same amenities of the 738/A319, the MD88 has wifi and the legroom is decent but that's about it (not to mention it is a really loud a/c). Either the 738s and A319s have these features, which the MD88s don't have1. Seat-back screens2. Satellite TV3. USB ports4. AC port

Neither the 738 or the A319 universally offer either screens or TV. Most shorter hops seem to be assigned to those that are distinctly lacking in those areas.

Again, at just over an hour and 15 minutes, CLE-ATL is a perfect candidate for the 717/MD. If you need a TV screen and USB port on a short-range regional hop, I don’t know what to tell you.

How is it a dog? It offers the same amenities as all short-haul domestic 738’s and A319/320’s, and I find it to be more comfortable than WN’s 737’s, significantly so when it’s a new interior with those hard seats. I’m also not sure why you’d insist on IFE on an hour and 17 minute flight.

In a few years, when all the 88’s are gone, it will go to MD90’s/717’s, and quite possibly the C-Series.

When I am connecting to ATL I try to get another a/c other than the MD88, so I understand you on this oneDL has recently been adding the A321/B757/B739/B738 to its IND-ATL flights, so I could see CLE getting those a/c as well. MD88s will be phased out by 2020, and will be flying from ATL starting this summer.

CLE-SLC is quite the hike for a RJ, so it makes sense they are using the A319.

The MD88s do not offer the same amenities of the 738/A319, the MD88 has wifi and the legroom is decent but that's about it (not to mention it is a really loud a/c). Either the 738s and A319s have these features, which the MD88s don't have1. Seat-back screens2. Satellite TV3. USB ports4. AC port

Neither the 738 or the A319 universally offer either screens or TV. Most shorter hops seem to be assigned to those that are distinctly lacking in those areas.

Again, at just over an hour and 15 minutes, CLE-ATL is a perfect candidate for the 717/MD. If you need a TV screen and USB port on a short-range regional hop, I don’t know what to tell you.

I never said the 738 or A319 universally offer those services. However according to Deltas press release from a couple years ago, the A319s and B738s are all supposed to get(if they don't all already have) in-seat video.

I don't think anyone needs TV screens and USBs, but if you have a choice between having them, and not I don't see why you would chose not to have them.

I was at Hopkins a few days ago and walked over to the northern end of the ticketing concourse, but didn't see any counter or sign for Wow, nor did I see any electronic signs that are used at some airports that can quickly change the airline needing counter space based on time of day. Do they have a presence at a ticket counter? If so, how is it being done? And will FI be the same or will they have a permanent sign like the other signatory airlines at CLE?

I was at Hopkins a few days ago and walked over to the northern end of the ticketing concourse, but didn't see any counter or sign for Wow, nor did I see any electronic signs that are used at some airports that can quickly change the airline needing counter space based on time of day. Do they have a presence at a ticket counter? If so, how is it being done? And will FI be the same or will they have a permanent sign like the other signatory airlines at CLE?

Wow, Icelandair, and charters will all use a stretch of counter south of AA which uses the CLE logo - 'Cleveland' with the swooshes - as a permanent back wall. Each user puts up individual identifiers when its their time to use the counter space; logos will show on the TVs suspended from the ceiling. This may change when AA moves to the southern portion of the ticketing level.

Theoretically on days when both Icelanders have flights, FI will have departed before WW arrives, although it's easy to see that arrangement getting cozy.

I was at Hopkins a few days ago and walked over to the northern end of the ticketing concourse, but didn't see any counter or sign for Wow, nor did I see any electronic signs that are used at some airports that can quickly change the airline needing counter space based on time of day. Do they have a presence at a ticket counter? If so, how is it being done? And will FI be the same or will they have a permanent sign like the other signatory airlines at CLE?

Wow, Icelandair, and charters will all use a stretch of counter south of AA which uses the CLE logo - 'Cleveland' with the swooshes - as a permanent back wall. Each user puts up individual identifiers when its their time to use the counter space; logos will show on the TVs suspended from the ceiling. This may change when AA moves to the southern portion of the ticketing level.

Theoretically on days when both Icelanders have flights, FI will have departed before WW arrives, although it's easy to see that arrangement getting cozy.

Thanks. I didn't notice the monitors suspended from the ceiling -- that makes it like other airports that do similar things.

I was at Hopkins a few days ago and walked over to the northern end of the ticketing concourse, but didn't see any counter or sign for Wow, nor did I see any electronic signs that are used at some airports that can quickly change the airline needing counter space based on time of day. Do they have a presence at a ticket counter? If so, how is it being done? And will FI be the same or will they have a permanent sign like the other signatory airlines at CLE?

Wow, Icelandair, and charters will all use a stretch of counter south of AA which uses the CLE logo - 'Cleveland' with the swooshes - as a permanent back wall. Each user puts up individual identifiers when its their time to use the counter space; logos will show on the TVs suspended from the ceiling. This may change when AA moves to the southern portion of the ticketing level.

Theoretically on days when both Icelanders have flights, FI will have departed before WW arrives, although it's easy to see that arrangement getting cozy.

Thanks. I didn't notice the monitors suspended from the ceiling -- that makes it like other airports that do similar things.

I've posted pictures of this arrangement on another website where "flyers talk" about a lot of subjects. I wish I knew how to embed pics on this site.

They still haven't figured out the IT kinks of the WOW flights, as they don't appear on the CLE website's flight status page. Also, when checking on other flight tracking sites, just putting in WW113 (KEF-CLE) or WW114 (CLE-KEF) does not yield correct results. Instead you have to put in a strange code (WOW4SM and WOW4SJ, respectively) for the correct flight information to appear. I hope Icelandair does better. I also just found out that Icelandair's ground handling will be done by Allegiant and they will also use baggage carrousel #5.

Yeah on EWR, in fact I often look at UA seat maps on day of flight and the full size planes CLE to Newark, and they are often loaded < 50% (strictly anecdotal of course), no wonder the ERJ is appealing. . .

I don't get why PIT would be different, the EWR fall schedule is currently loaded as 8 ERJ 170/175 and 1 737-700, if anything one would think driving to NYC is stiffer competition for Pittsburgh to an often delayed market than it is for Cleveland. Also to extent it matters PIT just doesn't have the UA FF base. I haven't looked in to fares, maybe because UA also flies in to LGA from CLE they have greater incentive to keep fares high from CLE to NYC airports.

In October where UA CLE is currently scheduled with 3 737-800s to IAD and 1 CR7 but yeah after that it's 2 and 2, maybe to put the aircraft to use flying to warm destinations.

January 2nd, 2019 is the beginning of their 4x-weekly winter schedule which utilizes the 752! This will go through April before returning to the 5x-weekly service on the 737 MAX. Also, the MAX 9 is a possibility on this route once they are delivered to ICEAIR.

Also, for the spotters out there, wind predictions show that the the inaugural tomorrow evening will be landing on 6L!

Yeah on EWR, in fact I often look at UA seat maps on day of flight and the full size planes CLE to Newark, and they are often loaded < 50% (strictly anecdotal of course), no wonder the ERJ is appealing. . .

I don't get why PIT would be different, the EWR fall schedule is currently loaded as 8 ERJ 170/175 and 1 737-700, if anything one would think driving to NYC is stiffer competition for Pittsburgh to an often delayed market than it is for Cleveland. Also to extent it matters PIT just doesn't have the UA FF base. I haven't looked in to fares, maybe because UA also flies in to LGA from CLE they have greater incentive to keep fares high from CLE to NYC airports.

In October where UA CLE is currently scheduled with 3 737-800s to IAD and 1 CR7 but yeah after that it's 2 and 2, maybe to put the aircraft to use flying to warm destinations.

I have also seen the lower load factors on the 737s between EWR and CLE. I would imagine some of the reasoning for using 737s on this route is to help cycle them through CLE's maintenance base. As far as PIT goes, while they may have more frequencies to EWR, that doesn't necessarily mean they're as thoroughly connected to other UA hubs.

Yeah on EWR, in fact I often look at UA seat maps on day of flight and the full size planes CLE to Newark, and they are often loaded < 50% (strictly anecdotal of course), no wonder the ERJ is appealing. . .

I don't get why PIT would be different, the EWR fall schedule is currently loaded as 8 ERJ 170/175 and 1 737-700, if anything one would think driving to NYC is stiffer competition for Pittsburgh to an often delayed market than it is for Cleveland. Also to extent it matters PIT just doesn't have the UA FF base. I haven't looked in to fares, maybe because UA also flies in to LGA from CLE they have greater incentive to keep fares high from CLE to NYC airports.

In October where UA CLE is currently scheduled with 3 737-800s to IAD and 1 CR7 but yeah after that it's 2 and 2, maybe to put the aircraft to use flying to warm destinations.

I have also seen the lower load factors on the 737s between EWR and CLE. I would imagine some of the reasoning for using 737s on this route is to help cycle them through CLE's maintenance base. As far as PIT goes, while they may have more frequencies to EWR, that doesn't necessarily mean they're as thoroughly connected to other UA hubs.

I mostly frequented the 2:45PM CLE>EWR flight and always thought that one was full, but maybe full of award tix. I bet it's hard as hell to get anywhere via EWR these days on award from CLE

January 2nd, 2019 is the beginning of their 4x-weekly winter schedule which utilizes the 752! This will go through April before returning to the 5x-weekly service on the 737 MAX. Also, the MAX 9 is a possibility on this route once they are delivered to ICEAIR.

Also, for the spotters out there, wind predictions show that the the inaugural tomorrow evening will be landing on 6L!

Will WN be announcing nonstop service from CLE to AUS, FLL, HOU, or TPA on May 31st?

Kelly said during the earnings conference call that WN was holding capacity in reserve to begin Hawaiian flying on short notice and there would be few additions anywhere else unless HI looked as if it might not happen this winter. So any CLE additions before next summer (2019) would be a nice surprise.